Driving means for electrolocomotives



1,62 ,206 May 17"19N H. DoLLMANN DRIVING MEANS FOR EL'ECTROLOCOMOTIVES Filerd Sept. 26. 1925 Jlwelefof:

Patented May 17, 1927.

il hilTEfD STATlS rezagos Partnr creme.

HANS DOLLMANN, OF BERLN-W'AIDMANNSLUST, GERMANY.

DRIVI-NG- MEANS FOR ELEGTROLOCOMOTIVES.

n kApplication filed Sepetmber 26, 1925, Serial No. 58,954, and in Germany October 13, 1924.

The present invention relates to electric locomotives the motor of which is provided with. a revolving armature and a revolving field magnet for affecting an enlarged transmission of power in comparison with a normal motor,

In case where the motor is arranged above the power shaft and the loa-d upon the shaft is already attained, the effective power given off by an electro-motor is limited by the peripheral velocity of the. armature and the power of electro-locomotives can only be increased by increasing the number of the power shafts and in most cases likewise the number of motors. By such construction the weight of the locomotive and at the same time its length is consider'- ably increased; also the possibility for running on curved roadsv diminished and the costs of manufacture are higher. The principal advantage of the present invention consists in increasing the motor power without increasing at the same time its weight, so that thereby locomotives of higher efvhciency may be constructed at lower costs of manufacture. rlhis is highly important for locomotives for main lines in which a considerable increase vof efficiency is necessary.

Such increase hitherto could only be obtained by a greater length in the construction of the locomotive.

The present invention has for its object to use vertically arranged electromotors as driving means for electro-locomotives, electric vehicles, street cars, subway trains, mine locomotives and electric automobiles in which not only the armature of the motor, but likewise the windings for the magnetic field revolve. The vertical position of the electro-motor is determined by the mutua positions of the armature shaft and the driven shaft. The principle. of revolubly arranging the armature and the magnetic field is already known. The current system is irrelevant; alternating current of one or more phases or direct current may be employed. In case of stationary engines the ydimensions of space for installing them is of no question. Besides in stationary engines, the saving of weight is not important enough, so as to justify such construction. On the contrary in large locomotives the diminishing in weight of the motor means at the same time the lowering in weight of the whole locomotive; but if a greater number of toothed wheels is necessary, the

weight of them would compensate the saving in weight of the motor. rlhis would be the case, ir' the revolving shaft of the armature and the magnetic field lic parallel to the power shaft as it is the case in a lrnown construction. Besides the. greater number of toothed wheels will result in a decreased surety during the running` of the motor. The principle of the revolving field therefore only results in saving weight, if the number of toothed wheels is reduced to a. minimum.

As experience has shown this minimum will be atoothcd wheels. By using such arrangement the number of revolutions of the power shaft can be lower than that of the revolving parts of the electro-motor. The toothed wheels may he for instance bevel gears, i of the moto-r require a gear which d 'ives the power shaft in the same sense.

The drawing shows a mode of execution in a vertical longitudinal section through the motoigand its gear.

` The armature a and the field magnet 7), supported by the casing` b are revoluhle in opposite directions. A hollow shaft CZ is connected with the bottom of the casing h,

within which the shaft c of the armature is journalled. Both shafts drive the locomotive shaft or intermediate shaft g respectively in the same sense; the bevel gears f, c, are approximately symmetrically arranged with regard to the middle line of the rails. F or the purpose of diminishing` the efect of the shocks, caused by the locomotive shaft or the intermediate shaft upon the motor, an elastic coupliirg` 7L, r: of known kind is mounted into the armature shaft. c as also into the hollow shaft (Z respectively. By this arrangement principally the following advantages are obtained.

By the arrangement of two double gears, being approximately symmetrically arranged with respect to the middle line of the road, the tendency of the power shaft of the locomotive adjusting itself in an oblique direction is prevented. rlhe efficiency may be doubled in a normal electro-motor by choosing the number of revolutions of the armature and the field magnet equal to the number of revolutions of a normalv motor. The armature and the field magnet have in this case the same revolving moment, which is equal to that of the normal motor in view of the fact that the revolving moments of the y because the reversely revoking parts armature and the field magnets are both transmitted to the power' shaft; therefore the revolving moment .of the motor is doubled and likewise its eiiiciency.

The gyroscopic Ainfluence of vertical elec-i `gears to the .power shaft of the locomotive is not necessary, because an alteration in the number of revolutions oi .the motor does not take place.

By the arrangement of ytwo pairs of y'bevel gears mounted approximately symmetrically with regard to the middle line of 'the rails the tendency of oblique adjustment of the power shaft g is prevented.

vI claim as my invention:

l. In driving means for electro-locomotives the combination of a vertically arranged electro-motor, yhaving a revolving armature and a reversely .revolving .magnetic field, both parts being connected by shafts with a common power shaft `of the locomotive by means of a pair of toothed wheels, the axis of a single toothed wheel of a pair, being perpendicular tothe axisl of the other wheel of said pair.

Q. Driving means for electro-locomotives comprising an velectro-motor having an armatureand magnetic field adapted to rotate in opposite directions; a shaft connected to the armature; a hollow shaft connected to the magnetic field; a power shaft at right langles to the axis of the arn'iatnre; a plui rality of conical gear wheels connected on said shafts; and yan elastic coupling for the iirst-tWo-named shafts. y

S. Driving means for electro-locomotives comprising an electro-motor having an armature and magnetic field adapted to rotate in opposite directions; a casing for said motor; a shaft connected to the armature; a hollow shaft connected .to Ythe magnetic field; a power shaft at right angles to the axis of the armature; a plurality of conical gear wheels connected to said shafts; and an elastic coupling for the tirst-two-named shafts.

All. Driving means for 4electro-loconiotives comprising an electro-motor having an armature and magnetic field adapted to rotate in opposite directions; a shaft connected to the arniature; a hollow shaft connected Ato the magnetic field; a power shaft ati-ight angles to the axis of the armature; means for transferring motion from the first-twonainet shafts to the power shaft; Aand an elastic coupling for .the iirst-two-named shafts.

Driving means for electro-locomotives comprising an electro-motor having an arma'ure and magnetic field adapted to rotate in opposite directions; a shaft vconnected to the armature; a hollow shaft connected to the magnetic field; a power shaft at right angles to the axis of the armature; and means for transferring motion from the firsttwo-named shafts to the power shaft.

In testimony whereof I have affixed my signature.

HANS DOLLMANN. 

